Recent Posts

Pages: [1] 2 3 ... 10
1
The Control Room Floor / Re: Direct Requests
« Last post by Adam Hulse on March 31, 2020, 09:13:24 am »
Not real sure what the GNSS capability of a/c performance has to do with clearing (or filing) to fixes or en-route waypoints.  Remember, for continental operations (not remote or oceanic) aircraft operate on RNP-2, so the GNSS component for this discussion comes to play only on arrival and approach operations.

I doubt most (if not all) Vatsim artcc's have LOA restrictions or discussions regarding en-route directs.  With that in mind, I try to apply what makes sense.  I do not believe in clearing someone 1000nm downrange to a long distance fix, and rarely have I seen this IRL. Clearing aircraft (on vatsim) to a known fix in the next artcc or subsequent following artcc is far enough.  Additionally, a C1 should have a little knowledge of major airspace around the country and the en-route structure.  In other words, if heading to the west coast, you should know there are fixes/vor where airways or arrivals begin and avoid restricted/military airspace (don't clear direct to LAX!).  Same applies to the NE airspace, etc.  There is a difference when the destination is MSP, ATL, MIA, JFK, SFO, vs OMA, AMA, BOI, etc.   

It is an interesting discussion though...

And  that's the funny part.. I was on a OMA-LAS flight once where right over LNK, the pilot put in a request for direct KSINO and got it. I've also heard flights overhead on my scanner where a pilot put in a request direct LENDY and got it. I'm in Sacramento. So I've definitely witnessed where they get approved those requests well and truly much farther out than their sector's boundary, but there is no real standard or correlation to how far, or how much coordination goes on between multiple sectors for it.

BL.

Adding to that, I have a trip that I routinely fly that takes me from ZTL sector up to Allentown.  ZTL will always clear me direct to a fix way down the road (even without me asking), but then ZDC pulls me back out west to my original filed route.  I am not sure what coordination goes on there, but now when ZTL clears me "direct," I always ask to keep my filed route..
2
The Control Room Floor / Re: Direct Requests
« Last post by Ryan Parry on March 30, 2020, 06:17:23 pm »
Today S56 gave my flight to MCI direct PWE. Not sure what coordination was involved, if any, but thought it was interesting to see as I was browsing this thread. That goes across ZLC, ZDV, and a chunk of ZMP.

I personally only ever give a direct to something on the border of my airspace, or the transition to the STAR if they're arriving in a neighboring ARTCC. I only coordinate when it's busy and I don't want to cause problems.
3
Events / Re: [24 JUL 2020, 2330Z - 0330Z] Night in N90 FNO
« Last post by Jeremy Peterson on March 30, 2020, 12:14:29 pm »
Updated to reflect cancellation of Live Event.
4
Events / Re: [25 JUL 2020, 14Z - 20Z] ZNY RealOps
« Last post by Jeremy Peterson on March 30, 2020, 12:13:14 pm »
Updated to reflect cancellation of Live Event.
5
The Control Room Floor / Re: Direct Requests
« Last post by Brad Littlejohn on March 30, 2020, 10:33:03 am »
Not real sure what the GNSS capability of a/c performance has to do with clearing (or filing) to fixes or en-route waypoints.  Remember, for continental operations (not remote or oceanic) aircraft operate on RNP-2, so the GNSS component for this discussion comes to play only on arrival and approach operations.

I doubt most (if not all) Vatsim artcc's have LOA restrictions or discussions regarding en-route directs.  With that in mind, I try to apply what makes sense.  I do not believe in clearing someone 1000nm downrange to a long distance fix, and rarely have I seen this IRL. Clearing aircraft (on vatsim) to a known fix in the next artcc or subsequent following artcc is far enough.  Additionally, a C1 should have a little knowledge of major airspace around the country and the en-route structure.  In other words, if heading to the west coast, you should know there are fixes/vor where airways or arrivals begin and avoid restricted/military airspace (don't clear direct to LAX!).  Same applies to the NE airspace, etc.  There is a difference when the destination is MSP, ATL, MIA, JFK, SFO, vs OMA, AMA, BOI, etc.   

It is an interesting discussion though...

And  that's the funny part.. I was on a OMA-LAS flight once where right over LNK, the pilot put in a request for direct KSINO and got it. I've also heard flights overhead on my scanner where a pilot put in a request direct LENDY and got it. I'm in Sacramento. So I've definitely witnessed where they get approved those requests well and truly much farther out than their sector's boundary, but there is no real standard or correlation to how far, or how much coordination goes on between multiple sectors for it.

BL.
6
Events / Re: Great Lakes Dash 03/29/20 2200-0200Z
« Last post by Chris Hadden on March 29, 2020, 07:22:12 pm »

Awesome event, guys!  Loving the minor fields here.  8)

Thanks, glad you enjoyed!
7
The Control Room Floor / Re: Direct Requests
« Last post by Lee Sacharin on March 29, 2020, 07:21:13 pm »
Not real sure what the GNSS capability of a/c performance has to do with clearing (or filing) to fixes or en-route waypoints.  Remember, for continental operations (not remote or oceanic) aircraft operate on RNP-2, so the GNSS component for this discussion comes to play only on arrival and approach operations.

I doubt most (if not all) Vatsim artcc's have LOA restrictions or discussions regarding en-route directs.  With that in mind, I try to apply what makes sense.  I do not believe in clearing someone 1000nm downrange to a long distance fix, and rarely have I seen this IRL.  Clearing aircraft (on vatsim) to a known fix in the next artcc or subsequent following artcc is far enough.  Additionally, a C1 should have a little knowledge of major airspace around the country and the en-route structure.  In other words, if heading to the west coast, you should know there are fixes/vor where airways or arrivals begin and avoid restricted/military airspace (don't clear direct to LAX!).  Same applies to the NE airspace, etc.  There is a difference when the destination is MSP, ATL, MIA, JFK, SFO, vs OMA, AMA, BOI, etc.   

It is an interesting discussion though...
8
Events / [14APR20 0100Z-0400z] NorCAL Tuesday (ZOA)
« Last post by Antony Radley on March 29, 2020, 06:07:26 pm »
Welcome, in light of traffic levels we are seeing I think its time to head back out to NorCal and enjoy the sights and sounds of the bay. Join us we open up 3 of our south bay airports for some great VFR action.

Details
Airfields : SQL • PAO • HWD
Time : 6pm PDT • 9pm PDT

9
Events / Re: Great Lakes Dash 03/29/20 2200-0200Z
« Last post by Brin Brody on March 29, 2020, 04:15:21 pm »
Are we just gonna forget the fact you guys forgot KDTW and KORD

I forgot the fact that we forgot the fact that they forgot DTW and ORD.  :o

Awesome event, guys!  Loving the minor fields here.  8)
10
Events / [21 April 2020 2259-0300z] ZOB Tuesday Night Traffic
« Last post by Jonathan Johnson on March 29, 2020, 12:15:32 pm »
Traffic at your 1 o'clock, 5 miles, report in sight! The Cleveland ARTCC is proud to present to you our "Tuesday Night Traffic" event! This event will focus on some of the ARTCCs smaller, non bravo airports. This Tuesday, March 21st we'll be featuring Akron-Canton (CAK) and the Greater Rochester Itl (ROC) airports. The event will run from 0100z to 0400z. Hope to see you all there!!!
Pages: [1] 2 3 ... 10